Thrust vectorable fan variable area nozzle for a gas turbine engine fan nacelle

ABSTRACT

A thrust vectorable fan variable area nozzle (FVAN) includes a synchronizing ring, a static ring, and a flap assembly mounted within a fan nacelle. An actuator assembly selectively rotates synchronizing ring segments relative the static ring to adjust segments of the flap assembly to vary the annular fan exit area and vector the thrust through asymmetrical movement of the thrust vectorable FVAN segments. In operation, adjustment of the entire periphery of the thrust vectorable FVAN in which all segments are moved simultaneously to maximize engine thrust and fuel economy during each flight regime. By separately adjusting the segments of the thrust vectorable FVAN, engine trust is selectively vectored to provide, for example only, trim balance or thrust controlled maneuvering.

The present application is a divisional application of U.S. patentapplication Ser. No. 11/582,219, filed Oct. 17, 2006 now U.S. Pat. No.7,637,095, which is a continuation-in-part of U.S. patent applicationSer. No. 11/478,009, filed Jun. 29, 2006 now U.S. Pat. No. 7,721,551.

BACKGROUND

The present invention relates to a gas turbine engine, and moreparticularly to a turbofan gas turbine engine having a thrust vectorablevariable area nozzle structure within the fan nacelle thereof.

In an aircraft turbofan engine, air is pressurized in a compressor andmixed with fuel in a combustor for generating hot combustion gases whichflow downstream through turbine stages that extract energy therefrom. Ahigh pressure turbine powers the compressor, and a low pressure turbinepowers a fan disposed upstream of the low pressure compressor.

Combustion gases are discharged from the core engine through a coreexhaust nozzle and fan air is discharged through an annular fan exhaustnozzle defined at least partially by a nacelle surrounding the coreengine. A majority of propulsion thrust is provided by the pressurizedfan air discharged through the fan exhaust nozzle, the remaining thrustprovided from the combustion gases discharged through the core exhaustnozzle.

It is known in the field of aircraft gas turbine engines that optimumperformance of the engine may be achieved during different flightconditions of an aircraft by tailoring the exit area for specific flightregimes such as take off, cruise maneuver, and the like. In combataircraft, the necessity of high performance requires the expense,weight, and increased complexity of a variable area nozzle structurethrough which all exhaust is directed. However, such considerations haveprecluded the incorporation of a variable area nozzle for the fan air ofa turbofan gas turbine engine propulsion system typical of commercialand military transport type aircraft.

Accordingly, it is desirable to provide an effective, relativelyinexpensive variable area nozzle for a gas turbine engine fan nacelle.

SUMMARY

A thrust vectorable fan variable area nozzle (FVAN) according to thepresent invention includes a synchronizing ring assembly, a static ring,and a flap assembly mounted within a fan nacelle. Segments of the flapassembly are pivotally mounted to the static ring at a hinge and linkedto independently rotatable segments of the synchronizing ring assemblythrough a respective linkage. An actuator assembly selectively rotateseach of the synchronizing ring segments relative the static ring toseparately adjust the flap assembly segments.

In operation, adjustment of the entire periphery of the thrustvectorable FVAN in which all segments are moved simultaneously isutilized to maximize engine thrust and fuel economy during each flightregime. By separately adjusting certain segments of the thrustvectorable FVAN in an asymmetric manner, engine thrust is selectivelyvectored to provide, for example only, trim balance or thrust controlledmaneuvering.

The present invention therefore provides an effective, relativelyinexpensive variable area nozzle for a gas turbine engine fan nacelle.

BRIEF DESCRIPTION OF THE DRAWINGS

The various features and advantages of this invention will becomeapparent to those skilled in the art from the following detaileddescription of the currently preferred embodiment. The drawings thataccompany the detailed description can be briefly described as follows:

FIG. 1A is a general schematic view an exemplary turbo fan engineembodiment for use with the present invention;

FIG. 1B is a perspective partial fragmentary view of the engine;

FIG. 1C is a rear view of the engine;

FIG. 2A is a perspective view of a section of the thrust vectorableFVAN;

FIG. 2B is a schematic plan view of the synchronizing ring assembly andthe segments thereof;

FIG. 2C is an exploded view of the linkage for one flap of the thrustvectorable FVAN;

FIG. 2D is a schematic view of a slot within the synchronization ring ofthe thrust vectorable FVAN;

FIG. 3A is an exploded view of one flap of the thrust vectorable FVAN;

FIG. 3B is a rear view illustrating the sliding tongue and grooveinterface between two flaps of the flap assembly;

FIG. 4A is a rear view of a section of the thrust vectorable FVAN;

FIG. 4B is a side view of the flap assembly in a multiple of positions;

FIG. 4C is a perspective view of the flap assembly in a multiple ofpositions in which each flap is shown in a different position;

FIG. 5A is a schematic rear view of the thrust vectorable FVAN in anexample constricted position wherein each segment has been positioned ina synchronized manner to reduce the fan exit throat area; and

FIG. 5B is a schematic rear view of the thrust vectorable FVAN in anexample thrust vectored position wherein the lower segments areasymmetrically positioned relative the upper segments to vector thethrust exiting the fan exit throat area in an “up” direction toward theengine flow.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT

FIG. 1A illustrates a general partial fragmentary view of a gas turbofanengine 10 suspended from an engine pylon 12 as typical of an aircraftdesigned for subsonic operation. The engine 10 is preferably ahigh-bypass turbofan aircraft engine. The engine 10 typically includesin serial flow communication a fan 14 with a low pressure compressor, ahigh pressure compressor 16, an annular combustor 18, high pressureturbine 20, and low pressure turbine 22. During operation, air ispressurized in the compressor and mixed with fuel in the combustor forgenerating hot combustion gases which flow through the high and lowpressure turbines that extract energy therefrom. The high pressureturbine powers the compressor through a shaft therebetween, and the lowpressure turbine powers the fan through another shaft therebetween.

The exemplary turbofan engine 10 is in the form of a high bypass ratioengine mounted within a nacelle assembly 24 in which most of the airpressurized by the fan bypasses the core engine itself for generatingpropulsion thrust. The fan air F is discharged from the engine 10through a thrust vectorable fan variable area nozzle (FVAN) 28 (alsoillustrated in FIGS. 1B and 1C) defined radially between a core nacelle30 and a fan nacelle 32. The thrust vectorable FVAN 28 preferablyincludes a multiple of separately movable segments 28A-28D (four shown).It should be understood that any number of segments may be utilized.

The core exhaust gases C are discharged from the core engine through acore exhaust nozzle 34 defined between the core nacelle 30 and a centerplug 36 disposed coaxially therein around an engine longitudinalcenterline axis A of the engine 10 and nacelle

The thrust vectorable FVAN 28 of the fan nacelle 32 coaxially surroundsthe core nacelle 30 to define a variable diameter nozzle downstream ofan annular fan duct D for discharging axially the fan air F pressurizedby the upstream fan 14.

Referring to FIG. 2A, a portion of the thrust vectorable FVAN 28generally includes a synchronizing ring assembly 40, a static ring 42,and a flap assembly 44. The flap assembly 44 is pivotally mounted to thestatic ring 42 at a multitude of hinges 45 and linked to thesynchronizing ring assembly 40 through a linkage 46. An actuatorassembly 48 (only one shown) selectively rotates each segment of theFVAN 28A-28D by rotating the associated synchronizing ring segment40A-40D (FIG. 2B) relative the static ring 42 to adjust the associatedflap assembly 44 through the linkage 46 to vary the area defined by thethrust vectorable FVAN 28 through which the fan air F is discharged. Itshould be understood that various actuation systems which asymmetricallymoves each segment of the FVAN 28A-28D may also be utilized with thepresent invention.

Referring to FIG. 2B, the synchronizing ring assembly 40 is mountedwithin a multitude of slider tracks 70 that are affixed within the fannacelle 32 (FIG. 1B). The synchronizer ring segments 40A-40D are eachindependently rotatable and each adjust an associated adjustable flapassembly segment 44A-44D (FIG. 1C). That is, rotation of eachsynchronizer ring segment 40A-40D independently adjusts the associatedadjustable flap assembly segment 44A-44D. Notably, the actuator assembly48 includes linear actuators which rotate each segment 40A-40D of thesynchronizing ring assembly 40 independently to thereby transferringrelative significant force through a relatively uncomplicated,low-profile system.

Preferably, the synchronizer ring segments 40A-40D interface withadjacent segments within a synchronizing ring slider interface track 70i which permits for the independent rotation of each synchronizer ringsegment 40A-40D by providing clearance therebetween. That is, eachsynchronizing ring slider interface track 70 i are fixed members withinwhich two adjacent synchronizer ring segments 40A-40D are slidablysupported for independent movement.

The thrust vectorable FVAN 28 is preferably separated into four segments28A, 28B, 28C, 28D defined by the synchronizer ring segments 40A-40D andthe associated adjustable flap assembly segment 44A-44D. The foursegments 28A-28D are each independently adjustable. That is, at theinterface between each segment 28A-28D—defined by the synchronizing ringslider interface tracks 70 i—there is no nested tongue and groovearrangement such that the flaps on each side of the adjacent segmentsare not nested when assembled (FIG. 3B). It should be understood that aflexible seal arrangement may be located between each segment 28A, 28B,28C, 28D. It should be further understood that although four segmentsare illustrated, any number of segments as well as independent flapoperation may alternatively or additionally be provided. One suchalternative embodiment may provide only an upper and lower segment (28Aand 28D are combined and 28B and 28C are combined).

Referring to FIG. 2C, the linkage 46 for each flap 44 a of the flapassembly 44 generally includes a hinge beam 50, a slider block assembly52 and a hinge pin 54 mounted to the slider block assembly 52 through afastener 56. The slider block assembly 52 preferably includes a firstslider block 52 a and a second slider block 52 b between which the hingepin 54 is mounted through the fasteners 56 for rotation about thelongitudinal axis P thereof. The hinge pin 54 includes an aperture 58which receives a hinge beam rod 60.

Each flap 44 a preferably includes a machined aluminum honeycomb core 62and carbon fiber skins 64 mounted to the hinge beam 50 (FIG. 3A). Eachflap 44 a in each segment 28A-28D includes a nested tongue and groovearrangement such that the flaps 44 a in each segment 28A-28D are nestedwhen assembled (FIG. 3B). That is, each flap 44 a engages the adjacentflaps 44 a to provide a circumferential seal which defines the exitarea.

The slider blocks 52 a, 52 b are located within a slot 66 formed in thesynchronizing ring assembly 40. The slots 66 formed within thesynchronizing ring assembly 40 are non-circumferentially located aboutthe engine longitudinal centerline axis A. That is, a mean line Mdefined by each slot 66 is transverse to a concentric circle S definedby the synchronizing ring assembly 40 about axis A (FIG. 2D).Preferably, the slots 66 include a radial assembly opening 69 to receivethe slider blocks 52 a, 52 b in an extended length of the slot 66 tofacilitate assembly. Alternatively, the slider blocks 52 a, 52 b may beformed of a multitude of pieces to facilitate assembly into the slot 66which does not include a radial assembly opening 69.

In operation, the actuator assembly 48 independently rotates thesynchronizer ring segments 40A-40D of the synchronizing ring assembly 40circumferentially about the engine longitudinal centerline axis A(double headed arrow X; FIG. 4A). Within each synchronizer ring segment40A-40D, the slider block assembly 52 moves within the slot 66 such thatthe hinge beam rod 60 converts radial movement to tangential movement ateach flap assembly 44A-44D to vary the diameter of the associated flapassembly 44A-44D (illustrated in a multiple of exemplary positions inFIGS. 4B and 4C). When all the synchronizer ring segments 40A-40D of thesynchronizing ring assembly 40 move in unison, the periphery of theannular fan exit area between the fan nacelle and the core nacelle (FIG.1C) is varied. When particular segments 40A-40D of the synchronizingring assembly 40 are moved separately, the periphery of the annular fanexit area between the fan nacelle and the core nacelle (FIG. 1C)provides an asymmetric fan exit area.

By adjusting the entire periphery of the thrust vectorable FVAN 28 inwhich all segments 28A-28D are moved simultaneously (FIG. 5A; FVAN 28constricted symmetrically), engine trust and fuel economy are maximizedduring each flight regime by varying the fan nozzle exit area. Byseparately adjusting the segments 28A-28D of the thrust vectorable FVAN28 to provide an asymmetrical fan nozzle exit area (FIG. 5B; only FVANsegments 28B and 28C constricted such that thrust is directionallyvectored), engine trust is selectively vectored to provide, for exampleonly, trim balance or thrust controlled maneuvering.

Preferably, each actuator 48A-48D (FIG. 2) or set of actuators utilizedin conjunction with each segment 28A-28D of the actuator assembly 48communicates with an engine controller or the like to adjust theposition of each segment 28A-28D of the thrust vectorable FVAN 28.However, other control systems including flight control systems maylikewise be usable with the present invention to integrate the thrustvectorable FVAN 28 with an aircraft flight control system. That is, thethrust vectorable FVAN 28 is utilized as another control systemintegrated with the aerodynamic control surfaces.

The foregoing description is exemplary rather than defined by thelimitations within. Many modifications and variations of the presentinvention are possible in light of the above teachings. The preferredembodiments of this invention have been disclosed, however, one ofordinary skill in the art would recognize that certain modificationswould come within the scope of this invention. It is, therefore, to beunderstood that within the scope of the appended claims, the inventionmay be practiced otherwise than as specifically described. For thatreason the following claims should be studied to determine the truescope and content of this invention.

What is claimed is:
 1. A method of varying an annular fan exit area of agas turbine engine comprising: independently rotating synchronizing ringsegments of a synchronizing ring assembly about an engine longitudinalcenterline axis relative a static ring mounted to a fan nacelle toindependently adjust a first flap assembly segment relative a secondflap assembly segment to adjust an annular fan exit throat area.
 2. Amethod as recited in claim 1, further comprising: adjusting the flapassembly segments relative a core nacelle.
 3. A method as recited inclaim 2, further comprising: locating the flap assembly segments at anaft most section of the fan nacelle.
 4. A method as recited in claim 2,further comprising: locating the first flap assembly segment at anupper, aft most section of the fan nacelle; and locating the second flapassembly segment at a lower, aft most section of the fan nacelle.
 5. Amethod as recited in claim 2, further comprising: locating the firstflap assembly segment at an upper right, aft most section of the fannacelle; locating the second flap assembly segment at an upper left, aftmost section of the fan nacelle; locating a third flap assembly segmentat a lower right, aft most section of the fan nacelle; locating a fourthflap assembly segment at a lower left, aft most section of the fannacelle; and independently controlling each of the first, second, thirdand forth flap assembly segments to vector thrust.
 6. A method asrecited in claim 1, wherein the synchronizing ring segments are rotatedcircumferentially about the engine longitudinal centerline axis.
 7. Amethod as recited in claim 2, wherein the static ring remains in placeas the synchronizing ring segments are rotated about the enginelongitudinal centerline axis.